Internal-combustion engine



H. J. SALLEE.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JULY 15, 1918- 3 SHEETS-SHEET l.

INVENTOR WITNESS V 04 A TTORNE YS H J. SALLEE.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JULY 15. I918.

Patented Febu 2'1, 1922a 3 SHEETS-SHEET 2.

IN VEN TOR.

S w W. W

4% ATTORNEYS H. J. SALLEE.

INTERNAL COMBUSTION ENGINE.

3 SHEETSSHEET 3.

APPLICATION FILED JULY 15. 191B.

Patented Feb. 21, 1922.

IN VENTOR m/T Mair, BY

M \z W WITNESS 61d.

L8 ATTORNEYS HARVEY J. SALLEE, OF WHITEHOUSE, CALIFORNIA.

INTERNAL-COMBUSTION ENGINE.

To all whom itmag concern: 7

Be it known that I, HARVEY J. SALLEE, a citizen of the United States, and a resident of Whitehouse, county of Shasta, and State of California, have invented a new and useful Internal-Combustion Engine, of which the followin is a. specification.

My invention relates to internal combustion engines and particularly to the valve structure in a multi-cylinder engine.

An object of the invention is'to provide an internal combustion engine having a plurality of cylinders disposed in pairs, and a unitary valve structure disposed between and'controlling the cylinders of each pair.

Another object of the invention is to provide a multi-cylinder engine having its cylinders arranged in the form of a twin V, and having a unitary valve structure disposed in each V.

Another object of the invention is to' provide an improved valve mechanism for internal combustion engines in which the cylinders are arranged in the V-form.

Another object of the invention is to rovide an improved oiling system for the ro- .tarv valves of my engine.

he invention possesses other features of advantage, some of which, with the foregoing, will be set forth in the following description of the preferred form of my invention which is illustrated in the drawin s accompanying and forming part of t e specification. It is to be understood that I do not limit myself to the showing made by the said drawings and description, as I may adopt variations of the preferred form within the scope of my invention as set forth in the claims.

Referring to the drawings:

Figure 1 is a plan view of the engine, a portion over one of'the valves being broken away to disclose the mechanism.

Figure 2 is an end elevation of the engine.

Figure 3 is a vertical section taken on a plane perpendicular to the crank shaft axis and passing through four alined cylinders. The plane of section is indicated by the line 3-3 in Figure 1.

Figure A is a section through the valve casing showing the outer surface of the valve barrel. The plane of section is indicated by the line -1& of Figure 2. t

Figure 5 is a longitudinal sectional view Specification of Letters Patent. P t ted b 21, 1922,

Application filed July 15,

1918. Serial No. 244,827.

of a modified form of the valve shown -in Figure 1.

Figure 6 is a section through the valve barrel and casing taken on aplane indicated by. the line 66 of Figurel.

Figure 7 is a plan showing a modified form of the valve barrel.

In accordance with my invention, a plurality of cylinders arearranged in an even number of rows. In the present embodiment, there are four rows of cylinders, with four cylinders in each ,row. The rows are arranged radially about the axis of a common crank shaft, an angle preferably of 45 separating adjacent rows; The four rows of cylinders thus form a double or twin V- group, the row of cylinders in each V-group forming anangle of 45 with each other, and the adjacent rows of the two groups also forming an angle Of.4:5 with each other. This disposal of the cylinders which is clearly shown in Figure 3 permits a unitary rotary valve structure to be arranged between the cylinders of each V-group to control the admission of fuel mixture and the exhaust of burnt gases. Preferably the corresponding cylinders in each row are alined in a plane perpendicular to the axis of the crank shaft, and it will be noted that as to any pair of alined cylinders of the same V-group (two such pairs are shown in Figure 3) the valve structure at this point is such as to effect the complete control of both cylinders by the same means acting alternately upon each.

Means are provided for cooling the valves, and for causing the egress of exhaust gases to draw cold air into and through the valve barrel. Means are also provided for drawing the fuel mixture into the valve and forcing it into the cylinders; and improved means are also provided for efi'ecting a thorough lubrication of,the valve barrel and the casing in which it turns.

Referring first to Figure 1, the cylinders 1 to 16 inclusive are disposed in four rows A, B, C and D. The cylinders are numbered in the drawings in the order in which the explosions occur, and an explosion is timed to occur at every 45" on the rotation of the shaft 18, Figure 3. Rows A and B form one V-group and rows C and D form another ll-group. The two groups are formed integrally the four rows of cylinders radiating -central exhaust passage.

from the crank case 17 The axial plane of each row, that is, the plane passing through the axes of the cylinders of the row, may conveniently and preferably does intersect the axis of the crank shaft 18 and these four planes are preferably spaced so that an angle of 45 separates each two adjacent planes. Preferably the axes of corresponding cylindersin each row such .as cylinders 5, 14, 7 and 16, are alined in a plane perpendicular to the common crank shaft.

Between the cylinders of each V-group and extending longitudinally of the rows, a cylindrical casing 19 is formed, preferably integral with the cylinder blocks. Ports 20 which serve both as intake and exhaust passages connect the interior of the head of each cylinder with the interior of the casing 19. Formed in the casing 19 and in the cylinder walls are passages or spaces 21 and 22 respectively through which a cooling liquid is circulated by a pump not shown. A web 23, Figure 3, connectin adjacent cylinder walls in each V-group orms with the casing 19 and cylinder walls fixed fuel gas chambers 24 which are supplied by carbureters 26 and 27, Figure 1, the conduits 28 and 29 respectively connecting the carbureters to the ends of the chambers.

A port 31, Figure 6, connects each fuel chamber with the corresponding casing 19 and preferably there are two such ports for each V-group, one disposed between the two planes defined by .alined cylinders 1-10 3-12 and 514716, and the other disposed between the two planes defined by alined cylinders 136--158 and 9-2- 11-4. This arrangement conduces to an even distribution of fuel gas to the several cylinders.

Arranged in each casing 19, is a rotatable valve 32 having .a central passage 33 disposed longitudinally therein through which the exhaust gases pass into the air. A chamber 34 is also arranged in the valve barrel through which a coolingliquid is flowed, and suitably disposed ports or apertures 36 and 37 in the valve barrel operate during the rotation of the valve to connect respectively the cylinders to the fuel chamber, 'or the cylinders to the central exhaust passage 33 as the case may be.

\Vhen the position of the valve is such that the port 37 coincides with the port 20 as shown in connection with cylinder 16 in Figure 3, the burnt gases pass out of the cylinder, through the port 37 and into the At the point where each port 37 opens into the central passage, a deflector 39, formed by a thin slanting plate or vane, directs the gases rearwardly in the direction of the arrows R. The movement of the gases in the one direction creates a draft through the passage, drawing cool air in at the open front end 41 of the valve. This cool air mixes with the hot products of combustion and assists in cooling the valve structure.

In some cases I may desire to exhaust from both ends of the valve, and to accomplish this the deflectors are arranged as shown in Figure 5, the deflectors at one end of the valve structure being slanted to direct some of the exhaust gases toward the exhaust pipe 42, and the deflector at the other end being slanted to direct the rest of the exhaust gases toward the exhaust pipe 43.

When the position of the valve is such that the chamber 36 registers with the port 20, as shown in connection with cylinder 14, Figure 3, fuel gas enters the engine cylinder. Means are provided for causing fuel gas to fiow from the fixed fuel chamber 24 into the chamber 36 of the valve and for exerting a pressure upon the fuel to cause it to enter the cylinder, independent of the suction of the piston. Formed in the outer wall of the valve opposite each port 31, Figure 6, are a series of apertures 46, spaced about the entire circumference of the valve.

These apertures are constantly in register with the opening of the port 31 and consequently fuel from the fixed fuel chamber 24 is free to pass through the apertures into the valve fuel chamber 36 at all times. At one side of each aperture, and extending inwardly into the chamber 36 which at this point extends entirely around the valve are vanes 47, slanting inwardly in a direction opposite to the direction of rotation of the valve so that such rotation causes the vanes to draw gas into the chamber 36 as they pass the opening of the port 31. The vanes thus cause a positive feed of fuel gas into the valve chamber 36 in which it remains under low pressure until the rotation of the valve places the chamber in register with the port 20, when an abundant supply of fuel flows into the cylinder. The timing of the rotation of the valve and its proportions are such, that the chamber 36 registers with the port 20 immediately following the movement of the port 37 out of register. Referring to Figure 3 and the two cylinders 7 and 16 which are typical of the rest, the valve 32 rotates in the direction of the arrow M. The piston 48 is at the top of its exhaust stroke, and the burnt gases have passed through the port 37 and out through the passage 33. The port 20 is about to be placed in register with the chamber 36 and when the piston descends, fuel gas will fill the cylinder. At the proper point the rotation of the valve closes the port 20, which remains closed during the compression and working strokes, but registering therewith the port 37 at the beginning of the exhaust stroke. At the same time that the valve has been controlling the admission of fuel into and the exhausting of burnt gases from the cylinder 16, a similar control has been effected in connection with cylinder 7, except that the sequence-of operations is at a different point at any given instant. With the ports as shown piston 49'is just beginning its working. stroke, at the bottom of which the valve will have turned to permit the burnt gases to pass through the registered ports 20 and 37. Referring to the alined cylinders 5 and 14, piston 51 is nearly to the bottom of the working stroke and the port 37 is about to be registered with the port 20. The piston 52 is near the middle of the suction stroke, the port 20 opening into the chamber 36. A similar sequence of operation is occurring during the running of the engine, between each pair of alined cylinders in each V-group such as 3 and 12, 15 and 8, and 11 and 4 and the arrangement for both V-groups is such that there is an explosion and working stroke every one-eighth of a revolution of the crank shaft, the order of firing being indicated by the numbering of the cylinders in Figure 1. This regularity of the inter val between the firing permits the grouping of eight cylinders with one magneto, so that but two magnetos are needed. The spark plugs 53 of the even numbered cylinders are connected to one magneto. and the spark plugs 54 of the odd numbered cylinders are connected to the other magneto. Each magneto, therefore delivers a spark for every quarter revolution of the crank shaft.

It is contemplated that my engine will be particularly suitable for air craft propulsion, and the propeller shaft 56 is preferably mounted in suitable bearings disposed between the two V-groups. Sprockets 57 and 58 are arranged upon the crank shaft 18 and the propeller shaft 56 respectively, and are connected by chains 59 preferably at both ends of the engine. This connection permits both engine and propeller to be rotated at the speed of highest efficiency. The propeller shaft is preferably formed hollow so as to permit a machine gun to be fired therethrough. Arranged on the shaft 56 is a gear 61, and on the end of each valve barrel 32- is a gear 62. Gears 63 connect gear 61 to each gear 62 so that thevalves 32 are driven from the shaft 56. This shaft is utilized also to drive the oil pump and the magnetos which are of any desired type, and therefore need not be described herein. Of course it is obvious that the shaft 56 need not be utilized for the propeller, which may be mounted upon the crank shaft 18 if preferred.

In Figure 3, I have shown the preferred method ofaat-taching the connecting rods of the pistons in the alined cylinders to the crank. The connecting rod 64 from piston 51 is connected to the crank 66 in the usual way. Upon the lower end of the rod 64 which is suitably enlarged, the connecting rods 67, 68, and 69 are pivotally attached by pins 71, 72, and 73 respectively. This arrangement causes the centers of the pins 71', 72, and 73 to move through an elliptical path instead of a circle and slightly alters the retardation and acceleration of the connected pistons from that "characteristic of a piston connected directly to a crank. There are four cranks 66, two on one side of the shaft and the other two upon the opposite side 180 from the first pair.

The valve barrels are revolubly secured in the casings 19 as shown in Figure 1. An annular collar 76 is secured-to the housing 77 and the gland 78 and packing 79. form a running fit with: the wall 80 .of the valve cylinder. A similar gland 81 and packing 82 form a running fit with the inner wall end 83, a hollow bushing 84 being interposed between the wall 83 and the gland and packing. The housing 86 forms an annular chamber 87 about the open end of the valve chamber 34, through which the cooling fluid flows. Rings 88 disposed on each side of the gear 59 prevent undue end movement of the valve cylinder within the casing. The opposite or rear end of the valve is arranged the same as the front end, the housing 86' forming a chamber 87 over the open end of the chamber 34.

An outlet pipe 89 in the housing 86 and an inlet pipe 90 in the housing 86at the opposite end of the valve are provided, and a radiator and pum (not shown) are interposed between these pipes in the usual way to cool and circulate the cooling liquid. A constant flow of cooling liquid .is thus assured through the chamber 34 of the valve. The same pump may be utilized to circulate the cooling liquid through both the cylinder and casing jackets and the valves, and this pump may conveniently be driven from the engine shaft in the usual manner.

It will be noted therefore, that there are two distinct cooling agencies operating upon the valve; first the circulation of cooling fluid through the chamber 34; and second, the flow of cold air through the central passage 33 induced by the movement of the exhaust gases therethrough. The last agency is greatly augmented during flight by the rush of air into the open front end of the passage 33.

Preferably the heads 92 of the cylinders are removable and are provided with ribs 93 for air cooling.

Means are provided for lubricating the valves. The lubricating system may be substantially the same as that described in my copending application Serial Number 184,- 647 or I may construct the oil system as shown in Figure 4 or Figure 7. Extending through the casing 19, Figure 4 are a number of oil conduits 95 connected to the supply pipe 96. Circumferential grooves 97 are formed about the valve barrel in line with the conduit openings, so that the grooves are filled with oil. Means are provided for utilizing the vacuum in the cylinder during the suction stroke of the engine to cause the oil to be drawn into the oil grooves 97 and across the surface of the valve between the grooves. A longitudinal groove 98 connecting each two adjacent grooves 97 is formed in the surface of the valve at a point closely adjacent to the opening of the chamber 36,

Y and with which it is connected by the short groove 99. It is apparent then, that when ever the chamber 36 is alined with the port 20, the piston being on the suction stroke, the oil will be drawn into the groove 98, from which it is wiped over the interior surface of the casing, thus effecting a thorough lubrication of the entire valve.

in Figure 7, l have shown a modification of the oil grooves connecting the circumferential grooves. 'ihis groovelOl is formed as a shallow if, the apex 102 of which is connected to the edge of the opening into the chamber 36. The function of the slanting groove is to "add to the pressure on the oil caused by the vacuum, an additional pressure which results from the inertia ofthe oil, and the rotation of the valve, thus causing the oil to iiow haclrwardlv toward the apex 109;.

Attention is directed to my co-pending application Serial Number 18%,647, filed Aug. 6, 1917.

ll claim:

1. An internal combustion engine having a group of cylinders converging toward a common axis and arran ed in pairs; a rotary valve for serving each air; a crank shaft and pistons connected thereto operating in the cylinders, and a driving means connecting the shaft to said valvesfor driving them in timed sequence, said means including a counter shaft disposed between the pairs of cylinders, drive means connecting the crank shaft and the counter shaft, and means for operatively connecting the last named shaft and the valves.

2. An internal combustion engine, coinprising four rows of cylinders radially disposed about the crank. shaft of said engine, a hollow drive shaft disposed between the two inner rows. a unitary rotary valve mech anism for controlling the admission of fuel said row

,r, or

into and t egress of burnt gases from cylinders spesed between each outer and the row adjacent thereto, means menses tween the crank shaft and the first named shaft, and driving means connecting the valves and the drivenshaft.

a. lln an internal combustion engine, a tubular valve having a central longitudinal exhaust passage and a series of exhaust ports in the wall of the valve communicating therewith, the valve being operi at each end; and means arranged across the ports for directing the exhaust gases toward one end of the valve so as to induce an inflow of a cooling medium at the opposite end.

5. An internal combustion engine having a plurality of cylinders disposed radially about a common crank shaft in the form of twin rt-groups, a unitary inlet and exhaust valve structure disposed between the cylinders of each ii-group, and a shaft driven from said crank shaft and operatively connected to the valve of each group.

6. An internal combustion engine having a plurality of cylinders disposed radially about a common crank shaft in the form of a twin i-group, a unitary inlet andexhaust valve structure disposed between the cylinders of each ii-group. and a shaft driven from said crank shaft arranged between the two ti-groups.

7. An internal combustion engine, comprising a pair of cylinders radially disposed about the crank shaft of said engine, a ca ing forming a cylindrical valve seat disposed between said cylinders, a port in each of said cylinders forming the inlet and outlet passage of said cylinder opening upon the valve seat, a fixed fuel chamber ar ranged between said cylindeis and said valve casing, a port connected to said fuel chain and opening upon said val seat, and a rotary valve for controlling said ports ar in said Lin testirm whereof, have hereunto set my hand adding, California, this QZth day of June, 1918;

, I SALLE'E. 

